Electromechanically switchable brake with integral damper structure

Abstract

An electromagnetically switchable brake, preferably a spring-loaded brake, comprising at least one coil carrier (3) and at least one armature plate (1), the axial distance between which is variable, at least one rotor (7) on at least one hub of a shaft to be braked, and a damping member disposed between the armature plate (1) and the coil carrier (3), between the opposing end faces of the coil carrier (3) and the armature plate (1). It is believed to be novel and original that the solid body of the coil carrier (3) and / or the armature plate (1) has an integral damper structure (D) consisting of at least one resilient tab (12) and a foot (13), the resilient tab (12) being an integral part of the solid body of the armature plate (1) or the coil carrier (3).

Description

[Technical field]

[0001] The present invention relates to an armature disc or coil carrier with an integrated damper structure for a fail-safe brake and a differential current brake according to the preamble of the main claim, where the fail-safe brake preferably comprises a friction brake, for example an electromagnetically released spring pressure brake or a permanent magnet brake. [Background technology]

[0002] A fail-safe brake is generally understood to mean a brake system which exerts a braking effect in the absence of an external energy supply, i.e. for example in the absence of current. An active current brake works on the opposite principle. An active current brake is therefore generally understood to mean a brake system which requires an external energy supply to be able to exert a braking effect. This includes in particular so-called pole face brakes.

[0003] Fail-safe current brakes are used, inter alia, in noise-sensitive applications, such as for example platforms or rope hoists in passenger lifts or theatre stages. The role of the brake is to hold static loads and to slow down uncontrolled drive movements in emergency situations.

[0004] The brakes mentioned above are only open or closed in normal operation, which can happen quite frequently: the drive is released for movement or a static load is held. In normal operation, the deceleration is taken over by the drive which is regulated.

[0005] During this normal operation, the switching noise caused by opening and closing the brakes must be kept as low as possible to avoid any negative impacts on the surroundings, especially the well-being of nearby residents. It is also important to keep unwanted vibrations that could lead to noise as low as possible.

[0006] In emergency situations, switching noise and braking noise play a secondary role.

[0007] Several possibilities for reducing switching noise from brakes are known from the prior art. Arranging several elastic elements of different stiffness between the coil carrier and the armature disc is proposed in EP 1 423 626. Here, in the open and closed state of the brake, the less stiff element should be in contact with the coil carrier at the same time as it is in contact with the armature disc. It is also proposed here to make the bias of the damping element variable by means of an adjustment screw.

[0008] This type of noise damping is preferably performed with elastomers, which have a stiffness that changes with temperature, so that the noise reduction effect is only effective in a limited temperature range, and furthermore these dampers exhibit a relatively large force hysteresis between loading and unloading.

[0009] Furthermore, the adjustment of this damping system with the aid of an adjustment screw requires specially trained employees. Adjusting the damping system also represents a time expenditure and a financial outlay.

[0010] In US Patent No. 9,638,272 a damping plate is proposed which is disposed between the coil carrier and the armature disc, which elastically deforms with the movement of the armature disc, thus generating a damping force.

[0011] The damping plate, preferably made of spring steel, is designed in a large form. It covers most of the inner and outer poles of the coil carrier. It is placed between the coil carrier and the armature disk, so it requires high precision in terms of thickness and flatness, since it must be designed so that the air gap between the coil carrier and the armature disk is uniform. The damping plate represents an additional size in the air gap tolerance chain that worsens the overall air gap tolerance situation. Inaccuracies in the area of ​​the air gap can lead to an increase in the magnetic resistance, which can be manifested as a decrease in the pulling force of the magnetic circuit.

[0012] A uniformly large air gap, and therefore a uniform lowering or pulling in of the armature, can only be achieved with high precision. Irregularities can appear as skewed movements of the armature disc, which can result in increased switching noise.

[0013] DE 10 2017 000 846 A1 proposes a damping plate arranged between the armature disk and the coil carrier, which has several ridges distributed over its circumference that are intended to act as cushioning elements when the brake is released.

[0014] When the armature disc is in the lowered position, the damping plate is not pretensioned and is therefore unable to effectively damp the switching noise generated when the armature disc is attracted towards the coil carrier.

[0015] Also, damping plates presented as pressed / formed components are subject to undesirable inaccuracies in terms of their dimensional accuracy, which may appear in the form of gaps between the damping plate and the armature disk that impede the magnetic flux between the coil carrier and the armature disk.

[0016] The state of the art gives further examples of electromagnetically switchable brakes and similar devices which relate to various concepts for damping switching noise. The following patent publications can be mentioned as further examples: DE 19622983 A1, DE 19925173 A1, DE 102013001899 A1, DE 102007025081 A1 and DE 1600229 A1. [Prior art documents] [Patent documents]

[0017] [Patent Document 1] European Patent No. 1423626 [Patent Document 2] U.S. Patent No. 9,638,272 [Patent Document 3] DE 102017000846 [Patent Document 4] German Patent No. 19622983 [Patent Document 5] DE 19925173 A1 [Patent Document 6] DE 102013001899 [Patent Document 7] DE 102007025081 A1 [Patent Document 8] DE 1600229 A1 Summary of the Invention [Problem to be solved by the invention]

[0018] The object of the present invention is therefore to propose a technical improvement over the prior art for electromagnetic switchable brakes that accounts for the attenuation of the switching noise of the electromagnetic switchable brake, that can be manufactured and installed in a simple manner, and that should furthermore function as uniformly as possible over as wide a temperature range as possible. [Means for solving the problem]

[0019] According to the invention, this object is achieved by the features of the main claim. The integral damper is presented as an elastic tab with a raised portion. In the following, this raised portion is called a foot. One or more such elastic tabs can be provided per brake circuit. The tabs can be located on the sides of the armature disc or the coil carrier and are made from the same component as the armature disc or the coil carrier. The foot does not necessarily have to be part of the elastic tab. It may also be on the opposing component. The height of the foot is greater than the air gap of the brake. The tabs are therefore always in contact with the opposing component and are under pretension. If the armature disc moves towards the coil carrier, the one or more tabs are elastically deformed and the resulting reaction force opposes the movement of the armature disc, making the impact of the armature disc on the coil carrier gentler and the noise quieter. If the armature disc moves away from the coil carrier, the pretension of the tabs leads to an earlier movement of the armature disc, insofar as the electromagnet still has a disproportionately larger force than the provided compression spring. This also allows the armature disc to move slower, making it quieter when it strikes the brake rotor.

[0020] At least the elastic tabs of the integral damper structure are integrated into the coil carrier or armature disk and therefore consist of the same material as the component itself. Due to their function, the armature disk and the coil carrier are usually made of soft magnetic steel. Compared to plastics and elastomers, these materials have a much smaller change in stiffness in the temperature range relevant for braking (-40°C to +120°C). The integral damper structure therefore functions uniformly in this temperature range.

[0021] It is also advantageous that the manufacture of the integrated damper structure can be carried out in the same setup as other processing steps on the armature disk or the coil carrier, depending on the processing machines and tools, which is beneficial for the precision of the integrated damper structure and at the same time advantageous from an economic point of view.

[0022] By designing the length and thickness of the elastic tabs, the stiffness of the integrated damper structure can be adapted to the forces on the brake. The preload of the integrated damper structure can be determined by the foot height.

[0023] If the foot of the integrated damper structure is made from the same component as the elastic tab or is assembled or attached to the opposing component, no adjustment of the damping system is required during assembly of the brake, thus reducing the effort required for assembly of the brake.

[0024] It is also possible to incorporate a hole in the tab. A pin can be pressed or glued into this hole, which serves as the foot of the elastic tab. As a result, the pretension of the integrated damper structure can be preset by the distance between the pin surface and the elastic tab.

[0025] It is also possible to make the elastic tab first flat, i.e. without a foot, which can then be glued in the form of a sheet metal.

[0026] Instead of the feet, it is also possible to machine semicircular grooves into the tabs and insert hardened cylindrical rollers into the grooves, which serve as the feet of the elastic tabs. When clamping and releasing the armature disk, the elastic tabs can perform a rolling movement on these cylindrical rollers, which reduces the wear of the feet.

[0027] The foot of the elastic tab can also be produced by embossing: for this purpose, a recess can be pressed into the tab from one side by means of a press, in such a way that the displaced material protrudes in the form of a foot on the opposite side.

[0028] It is also possible to incorporate a threaded hole in the tab. In this case the screw can serve as the foot of the tab. The height of the foot can be adjusted before, during or after the brake is installed. Thus the pretension is adjustable.

[0029] It is also possible to push the elastic tab away from its parent component (armature disk or coil carrier) using a screw hole and a threaded screw in the elastic tab. In this embodiment, the elastic tab can also be provided without a foot, which is formed by a set deformation of the elastic tab.

[0030] Finally, embodiments of the integrated damper structure not described can be implemented on the sides of the armature disk and / or the coil carrier. The geometric design of the outer contours of these components plays only a secondary role. The integrated damper structure can be integrated into rectangular, square, triangular, circular, elliptical or polygonal armature disks and coil carriers.

[0031] In addition to the invention described herein, the armature disc and / or the coil carrier can be designed with a further shock absorber, which can be, for example, an elastomer, plastic, cellulose or fiber material. Such a shock absorber is not under pretension and only comes into contact with the armature disc or the coil carrier when the brake is closed. With the help of such a shock absorber, the noise when the armature disc hits the coil carrier can be further reduced.

[0032] The advantage of the present invention over the prior art is that the integral damper structure can be integrated in the manufacturing process of the armature disk or the coil carrier. It can be adjustable or non-adjustable. If non-adjustable, the brake assembly is simplified. Furthermore, the integral damper structure is less dependent on the ambient temperature, allowing its use in a wider temperature range. Furthermore, experience has shown that the force hysteresis of the integral damper structure when opening and closing the brake is smaller compared to known damper systems.

[0033] The object of the invention is achieved by means of the features of the main claim. Further advantageous details of the invention emerge from the dependent claims and from the following description of the drawings, which illustrate various exemplary embodiments of the invention. [Brief description of the drawings]

[0034] [Figure 1] FIG. 1 shows a so-called rectangular brake. [Figure 1.1] FIG. 1.1 shows in overall cross section the rectangular brake described above with an integrated damper structure according to the invention. [Figure 1.2] Figure 1.2 shows details of a rectangular brake with integrated damper structure according to the present invention. [Figure 1.3] Figure 1.3 shows another detail of such a rectangular brake with a slightly modified integral damper structure. [Diagram 2] FIG. 2 shows in general cross-section a rectangular brake armature disc with an integrated damper structure according to the present invention. [Diagram 3] FIG. 3 shows a rectangular brake coil carrier with an integrated damper structure in a general cross-sectional view. [Figure 4] FIG. 4 shows three armature disks of a rectangular brake having various slot profiles to form a damper structure according to the present invention. [Diagram 5] FIG. 5 shows a rectangular brake armature disc with a straight slot profile. [Figure 6] FIG. 6 shows a cross section of a portion of a further armature disk with an integral damper structure having pins inserted therein to form feet. [Figure 7] FIG. 7 shows an armature disk with an integrated damper structure according to the present invention having a metal sheet disposed thereon. [Figure 8] FIG. 8 shows a cross section of a portion of an armature disk with an integral damper structure having an adjustment screw. [Figure 9] FIG. 9 shows a cross section of a portion of an armature disk with an integral damper structure having a jack screw. [Figure 9A] FIG. 9A shows a cross section of a portion of an armature disk with an integral damper structure having feet in the form of balls or rollers. [Figure 10] FIG. 10 shows side and top views of a portion of an armature disk with integral damper structure in the form of pole face slots according to the present invention. [Figure 11] FIG. 11 shows a circular armature disk with an integral damper structure according to the present invention having resilient circumferential tabs as open structures with slots opening out to the periphery. [Figure 12] FIG. 12 shows a similar circular armature disk with an integral damper structure having resilient circumferential tabs as closed structures with slots extending partially parallel to the periphery. [Figure 13] FIG. 13 shows a circular armature disk with integral damping structure on its periphery in the form of peripheral annular resilient tabs. [Figure 14] FIG. 14 shows a perspective view of an electromagnetic release spring pressure brake of fail-safe design having an integral damper structure in accordance with the present invention, but with a functionally reversed internal sequence. [Figure 15] FIG. 15 shows a perspective view of an electromagnetic release spring pressure brake of fail-safe design having an integral damper structure according to the present invention, but with a functionally reversed internal sequence. [Figure 15.1] Figure 15.1 shows the subject of Figure 15 in full cross-section. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0035] FIG. 1 shows a perspective view of a fail-safe electromagnetic release spring pressure brake (FDB) consisting of two brake circuits acting on the same rotor (7). This is a common design of redundant fail-safe brakes in the passenger elevator field. In one type of spring pressure brake (FDB) shown here, two armature discs (1) arranged in parallel are assigned to a coil carrier (3). The coil carrier (3) contains a separate magnetic coil (5) and a separate compression spring (4) for each armature disc (1). In this example, the spring applied brake (FDB) is screwed to the motor end shield (M) using several screws (11). Furthermore, a flange plate (2) is placed between the motor end shield (M) and the rotor (7).

[0036] Figure 1.1 shows a complete cross section through both brake circuits shown in Figure 1, offset. The coil carrier (3) containing the compression spring (4) and the magnet coil (5) is rigidly attached to the motor end shield (M). The armature disk (1) is guided non-rotatably by bushes (6) and can move axially along the axis of rotation (A). The rotor (7), consisting of a friction lining carrier (9) with organic friction linings (8) connected to both sides, is non-rotatably connected to the shaft (10) and can rotate about the axis of rotation (A) and can move axially parallel to the axis of rotation (A). The flange plate (2) is rigidly fixed between the motor end shield (M) and the bushes (6).

[0037] The braking action of a spring-loaded brake (FDB) is produced by sandwiching a rotor (7) between at least one armature disc (1) and a flange plate (2). The required axial force is applied by a compression spring (4). The shaft (10) is thus held by the rotor (7) which is connected to the shaft (10) in a rotationally fixed manner, preventing rotation of the shaft (10) about its axis of rotation (A).

[0038] To open this spring applied brake (FDB), a magnetic coil (5) is connected to a power source. The resulting magnetic field pulls the armature disc (1) towards the coil carrier (3) against the force of the compression spring (4), thereby releasing the rotor (7) and deactivating the brake. The shaft (10) is therefore free to rotate.

[0039] Here, an integral damper structure (D) is integrated into the armature disc (1). The integral damper structure (D) includes a resilient tab (12) that is machined into the armature disc (1) through a slot (14) but is still materially connected to the armature disc (1). A foot (13) of the resilient tab (12) is located on the side of the elastic strap (12) that faces the coil support side.

[0040] The foot (13) of the resilient tab (12) protrudes above the armature disc (1) by a protrusion height (U) and is higher than the width of the air gap (15). The air gap (15) is defined as the distance between the armature disc (1) and the coil carrier (3) of a spring biased brake (FDB) when de-energized. This is typically 0.05 mm to 1.0 mm. Thus, the resilient tab (12) is under pretension and thus creates a force that moves the armature disc (1) away from the coil carrier (3).

[0041] During the release of the spring pressure brake (FDB), the air gap (15) between the armature disc (1) and the coil carrier (3) becomes smaller, which causes the deflection of the elastic tab (12) to become larger; therefore, the resulting force becomes larger. The stiffness of the elastic tab (12) can be manipulated by the design of the length and thickness of the elastic tab. At the same time, the protruding height (U) of the foot (13) can be used to adjust the pretension of the elastic tab (12) and therefore the resulting force.

[0042] The resulting force moves the armature disc (1) away from the coil carrier (3) during the initial phase of the collapse of the magnetic field when the power is turned off. The armature disc (1) begins to move while the force from the electromagnetic field is still large. This movement is relatively slow, so there is little noise when the armature disc (1) impacts the rotor (7).

[0043] When the spring pressure brake (FDB) is connected to a power source, the magnetic force increases, pulling the armature disc (1) towards the coil carrier (3) against the spring force of the compression spring (4). The elastic tabs (12) are pretensioned more strongly, thus building up more and more force, which acts against the magnetic force and slows down the armature disc (1). This results in a quieter noise when the armature disc (1) hits the coil carrier (3).

[0044] Figure 1.2 shows a detail from Figure 1.1 with a highly exaggerated deformation and air gap (15). Here, the armature disk (1) has an integral damper structure (D). A resilient tab (12) with a foot (13) is separated from the armature disk (1) by a slot (14). The foot (13) with a protruding height (U) is in contact with the coil carrier (3). The figure shows the open state of the spring-loaded brake (FDB), so that the armature disk (1) is attracted to the coil carrier (3) by the force of an electromagnet. This force and the pretension of the resilient tab (12) result in a deformation of the resilient tab (12), which is shown in an exaggerated representation. The deformation results in the protruding height (U) being greater than the air gap (15).

[0045] Figure 1.3 shows a detail from Figure 1.1 with the air gap (15) greatly exaggerated. Here the armature disc (1) has an integral damper structure (D) with a resilient tab (12) separated from the armature disc (1) by a slot (14). Here the foot (13) is located on the coil carrier (3) side. The spring biased brake (FDB) is shown in a closed state, so the armature disc (1) is pushed away from the coil carrier (3) by the compression spring (4). In this state the overhang height (U) is at least as large as the air gap (15).

[0046] Figure 2 shows a cross section of an armature disc (1) that may be used in the spring pressure brake (FDB) of Figures 1 and 1.1 and includes an integral damper structure (D). Slots (14) can be seen incorporated into the corners of the armature disc (1) separating resilient tabs (12) having feet (13) from the remainder of the armature disc (1).

[0047] Figure 3 shows a cross section of a coil carrier (3) of a spring loaded brake (FDB) of rectangular design with recesses for two separate magnet coils (5) and separate compression springs (4) for a total of two brake circuits. The coil carrier (3) includes an integral damper structure (D). A slot (14) can be seen that separates the resilient tab (12) from the rest of the coil carrier (3).

[0048] FIG. 4 shows a cross section of three armature discs (1) that can be used in the spring-loaded brakes (FDB) of FIG. 1 and FIG. 1.1. Each of them includes an integral damper structure (D). Slots (14) machined into the corners of the armature disc (1) and separating the resilient tabs (12) from the rest of the armature disc (1) can be seen. The slots (14) have various contours. They can be curved or straight. Each slot (14) may be incorporated into a corner of the armature disc (1) or may extend over the entire length of one side of the armature disc (1).

[0049] Figure 5 shows an armature disc (1) with an integral damper structure (D) in front and side views. At both ends of the armature disc (1) are arranged the feet (13) of resilient tabs (12). These are located on the pole faces of the armature disc (1) and have a protruding height (U). The slots (14) extend in a plane parallel to the pole faces.

[0050] Figure 6 shows an armature disk (1) with an integral damper structure (D). Here again, a slot (14) separates the elastic tab (12) from the armature disk (1). The elastic tab (12) however remains rigidly connected to the armature disk (1). The elastic tab (12) has a bore (16) at its free end, in which a pin (17) serving as the foot (13) of the elastic tab (12) is fixed by bonding or press-fitting and projects above the armature disk (1) by a projection height (U).

[0051] Figure 7 shows in side view the armature disc (1) with an integral damper structure (D). Again, a slot (14) separates the elastic tab (12) from the armature disc (1). However, the elastic tab (12) remains firmly connected to the armature disc (1). The elastic tab (12) has at its free end a metal sheet (18), which is firmly connected to the elastic tab (12) by gluing, sintering or welding and which serves as the foot (13) of the elastic tab (12) with a protruding height (U) at this location.

[0052] FIG. 8 shows an armature disc (1) with an integrated damper structure (D). Again, a slot (14) separates the elastic tab (12) from the armature disc (1). However, the elastic tab (12) remains rigidly connected to the armature disc (1). The elastic tab (12) has a threaded hole (19). An adjustment screw (20) screws into the threaded hole (19) and serves as a foot (13) for the elastic tab (12). The adjustable position of the adjustment screw (20) can be used to adjust the projection height (U) of the adjustment screw (20) relative to the elastic tab and therefore relative to the armature disc (1). In this way, the pretension of the elastic tab (12) can be adjusted in the spring-loaded brake (FDB).

[0053] FIG. 9 also shows a variant of the adjustable integrated damper structure (D), which is shown here with an exaggerated deformation for ease of understanding. Here again, a slot (14) separates the elastic tab (12) from the armature disk (1). The elastic tab has a threaded hole (19) into which an adjustment screw (20) is screwed. Here, the elastic tab (12) can be pushed away from the armature disk (1) by screwing in the adjustment screw (20), which causes the elastic tab (12) to undergo a misalignment relative to the armature disk (1). This variant therefore does not require a separate foot (13). The outermost edge of the elastic tab performs the function of the foot (13) and contacts the opposing component. In this variant, the further the adjustment screw (20) is screwed in, the further the elastic tab (12) is pushed away from the armature disk (1) and the pretension of the elastic tab (12) increases. It is equally conceivable that the screw holes (19) are provided in the component below the tab.

[0054] Figure 9A shows an armature disc (1) with an integrated damper structure (D). Again, a slot (14) separates the elastic tab (12) from the armature disc (1). However, the elastic tab (12) remains firmly connected to the armature disc (1). The elastic tab (12) has a recess on the outside of its free end. A cylindrical roller (21) or ball (21), which serves as the foot (13) of the elastic tab (12), is embedded and fixed in the recess.

[0055] Figure 10 shows a further variant of the integral damper structure (D) of the armature disc (1). Here, the slots (14) run perpendicular to the pole face of the armature disc (1). The stiffness of the elastic tab (12) is determined not by the thickness of the elastic tab (12) itself, but by the thickness of the remaining cross section between the elastic tab (12) and the armature disc (1). The foot (13) of the elastic tab (12) is here also part of the armature disc (1) and is rigidly connected to it. The foot (13) can preferably be manufactured as part of the machining of the pole face of the armature disc (1).

[0056] FIG. 11 shows an armature disc (1) of circular design with an integrated damper structure (D). A slot (14) passes through the armature disc (1) perpendicularly and completely from the pole face. The slot (14) describes a portion of a circular ring that remains connected to the armature disc (1) on one side. The slot (14) can be formed in the armature disc, for example, by milling, erosion, water jet or gas flame cutting, or it can be formed by laser cutting. Here, the elastic tab (12) is also separated from the armature disc (1) by the slot (14). In both cases, a foot (13) is arranged in the area of ​​the free end of the elastic tab (12).

[0057] Figure 12 shows an armature disk (1) of circular construction with an integrated damper structure (D). A slot (14) also passes completely through the armature disk (1) perpendicular to the pole face. Here, the slot (14) separates the elastic tabs (12) in the form of parts of a circular ring, which remain connected to the armature disk (1) at both ends. A foot (13) is in each case located in the center of the elastic strap (12).

[0058] Figure 13 shows an armature disc (1) of circular construction with an integral damper structure (D). The slots (14) here also run parallel to the pole faces of the armature disc (1) and extend all around. This results in circumferential elastic tabs (12) similar to leaf springs that may be interrupted by through holes due to the structure of the armature disc (1). Here, the circumferential elastic tabs (12) have peripheral circular feet (13).

[0059] Furthermore, Figures 14, 15 and 15.1 are intended to make it clear that the integrated damper structure according to the invention can also be used in brakes where the progression of motion is functionally reversed. Thus, brakes are envisaged where the armature disc is rigidly connected to the motor end shield / machine wall and the coil carrier moves axially when the brake is opened and closed. In this case, the rotor is sandwiched between the flange plate / motor end shield and the coil carrier.

[0060] FIG. 14 shows a perspective view of an electromagnetic release spring-loaded brake (FDB) of closed circuit configuration consisting of two brake circuits acting on the rotor (7). In one variant of the spring-loaded brake (FDB) shown here, the armature disc (1) is fixedly mounted and two floating coil supports (3) are arranged. Each of the coil carriers includes at least one magnetic coil (5) and a separate compression spring (4). In this example, the armature disc (1) is screwed to the motor end shield (M) using several screws (11). Furthermore, a flange plate (2) is arranged between the motor end shield (M) and the rotor (7). When no electrical energy is supplied to the spring pressure brake (FDB) described here, the coil carrier (3) is pushed away from the armature disc (1) by the compression spring (4), so that the rotor (7) is frictionally pinched between the coil carrier (3) and the flange plate (2). In one variation of the spring biased brake (FDB) described herein, an integral damper structure (D) may be integrated into both the coil carrier (3) and the armature disc (1).

[0061] Figure 15 and Figure 15.1 show a three-dimensional view or longitudinal section of an electromagnetic release spring-loaded brake (FDB) of fail-safe design consisting of two brake circuits acting on one rotor (7). In one variant of the spring-loaded brake (FDB) shown here, two separate rigidly mounted armature discs (1) are assigned to two floating coil carriers (3). Each of the coil carriers contains at least one magnetic coil (5) and a separate compression spring (4). In this example, the armature discs (1) are screwed to the motor end shield (M) using several screws (11). Furthermore, a flange plate (2) is placed between the motor end shield (M) and the rotor (7). When no electrical energy is supplied to the spring biased brake (FDB) described herein, the coil carrier (3) is pushed away from the armature disc (1) by the compression spring (4), thus frictionally pinching the rotor (7) between the coil carrier (3) and the flange plate (2). In one variation of the spring biased brake (FDB) described herein, an integral damper structure (D) is integrated into the armature disc (1).

[0062] In the electromagnetically switchable brake according to the invention, a resilient tab (12) with a foot (13) can contact an opposing component in the open and closed states of the brake, or the resilient tab (12) contacts an opposing component with a foot (13), or the resilient tab (12) directly contacts the opposing component.

[0063] Preferably, the resilient tab (12), as well as the associated armature disk or coil carrier, are made of a ferrous material.

[0064] The above-mentioned electromagnetically switchable brake may be a brake (FDB) based on the fail-safe principle, in which, when the coil (5) is de-energized, the armature disc (1), driven by a permanently acting force, preferably from a compression spring (4), is pushed back by the coil carrier (3) to brake the rotor (7) which is connected in a rotationally fixed manner to the shaft (10). At the same time, according to this principle, the armature disc (1) is attracted towards the coil carrier (3) by the force of an electromagnet which opposes the permanent force.

[0065] Regardless of the above paragraph, the electromagnetically switchable brake may be a brake based on the principle of operating current, in which an armature disc (1) is connected in a rotationally fixed manner to a shaft (10) and is attracted towards a coil carrier (3) by the force of an electromagnet.

[0066] In the case of a coil carrier (3) or armature disc (1) of an electromagnetic switchable brake with an integrated damper structure (D) according to the present invention, at least one resilient tab (12) can be fabricated by a material separation process from the above-mentioned components as part of the manufacturing or processing of the coil carrier or armature disc.

[0067] In the case of a coil carrier (3) or an armature disc (1) of an electromagnetic switchable brake with an integrated damper structure (D) according to the invention, the contour of the elastic tab (12) can be produced using laser cutting in the context of the manufacturing or machining of the coil carrier or armature disc.

[0068] It is also possible to produce the profile of the resilient tab (12) according to the present invention using water jet cutting or gas cutting.

[0069] The coil carrier (3) or armature disc (1) of this electromagnetic switchable brake according to the invention can be manufactured in a very low-cost and efficient manner in that the contours of the resilient tabs (12) are realized in the same machining process used to manufacture the coil carrier (3) or armature disc (1).

[0070] In the case of the coil carrier (3) or the armature disc (1) of the electromagnetically switchable brake according to the invention, it is also possible to manufacture the corresponding foot (13) by an embossing process. [Explanation of symbols]

[0071] FDB Spring Loaded Brake A Rotation Axis M Motor End Shield D Integrated damper structure U protrusion height 1 Armature disc 2 Flange Plate 3 Coil Carrier 4 Compression spring 5 Solenoid 6 Bushings 7 Rotor 8 Friction Lining 9 Friction Lining Carrier 10 Axis 11 Screw 12 Elastic Tabs 13 Foot 14 Slots 15 Air gap 16 Bore 17-pin 18 Metal sheet 19 Screw holes 20 Adjustment screw 21 Cylindrical roller / ball

Claims

1. The rotor comprises at least one coil carrier (3) and at least one armature disk (1), the mutual axial distance between the coil carrier and the armature disk being variable, An electromagnetically switchable brake having at least one rotor (7) on at least one hub of a shaft to be braked, The electromagnetically switchable brake comprises: a damping member disposed between the coil carrier (3) and the opposing end faces of the armature disk (1); the damping member is part of the solid body of the coil carrier (3) and / or the armature disk (1); The damping member has an integrated damper structure (D) consisting of at least one elastic tab (12) and a foot (13). Electromagnetically switchable brake.

2. the solid body of the coil carrier (3) and / or the armature disk (1) has at least one machined slot (14) for configuring a portion of the coil carrier (3) and / or the armature disk (1) as the integral damper structure (D).

2. An electromagnetically switchable brake according to claim 1.

3. characterised in that the slots (14) start from the edge / periphery of the solid body of the coil carrier (3) and / or the armature disk (1) and / or from the end face of the armature disk.

3. An electromagnetically switchable brake as claimed in claim 2.

4. the slots (14) extend through the solid body of the armature disk (1) and / or coil carrier (3) at fixed or varying intervals from an end face or edge / periphery of the armature disk (1) and / or coil carrier (3), respectively, such that the solid body of the armature disk and / or coil carrier forms a resilient tab (12) that receives or contacts the foot (13) at an outer end of the resilient tab (12). Electromagnetically switchable brake according to claim 2 or 3.

5. the slots (14) extend parallel to and are at a short distance from the end faces of the armature disk and / or coil carrier, respectively. An electromagnetically switchable brake according to any one of claims 2 to 4.

6. characterised in that the body of the coil carrier (3) and / or the armature disc (1) is rectangular. An electromagnetically switchable brake according to any one of the preceding claims.

7. the respective slots (14) being provided in corner regions of the armature disk and / or coil carrier. An electromagnetically switchable brake according to claim 6, which relies on any of claims 2 to 5.

8. The elastic tab (12) is prestressed in a direction parallel to the axis of rotation (A).

2. An electromagnetically switchable brake according to claim 1.

9. said foot (13) being formed by a pin (17) arranged in a bore (16) of said elastic tab (12) or in a bore (16) of the opposing component and having a protruding height (U); An electromagnetically switchable brake according to at least one of the preceding claims.

10. The foot (13) is attached to the elastic tab (12) or to an opposing component and is made of a metal sheet (18) having a protruding height (U). An electromagnetically switchable brake according to at least one of the preceding claims.

11. the foot (13) is formed from an adjustment screw (20) arranged in a threaded hole (19) of the elastic tab (12) or in a threaded hole (19) of an opposing component and having a protruding height (U). An electromagnetically switchable brake according to any one of the preceding claims.

12. said elastic tab (12) or the opposing component is provided with a recess in which a cylindrical roller or ball is embedded, which serves as a foot (13); An electromagnetically switchable brake according to at least one of the preceding claims.

13. said elastic tab (12) or said armature disk (1) or said coil carrier (3) is provided with a threaded hole (19) into which an adjustment screw (20) is screwed, capable of pushing said elastic tab (12) away from the other component. An electromagnetically switchable brake according to any one of the preceding claims.

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